Automatic starter for internal combustion engines



J. w. HURON ETAL AUTOMATIC STARTER FOR INTERNAL COMBUSTION ENGINES June 26, 1962 Filed April 20, 1956 MSW/6070? M A m Na d ATTOP/lf) United States Patent 6 3,041,463 AUTOMATIC STARTER FOR INTERNAL COMBUSTION ENGINES James W. Huron, 8010 Osage Ave.,.Los Angeles 45, Calif.,

and Angelo J'. Scarlata, 233,05 Orchard, Wilmington,

Calif., assignors of one-third to F. W. Mitchell, Beverly Hills, Calif.

. Filed Apr. 20, 1956, Ser. No. 579,692

2 Claims. (Cl. 29038) This invention relates to devices and systems for starting automobile engines, and more particularly to an automatic restarting system for automobile engines including safety means to prevent inopportune engagement of the starter gear with the engine under circumstances in which such engagement could be damaging to the car and dangerous to its occupants.

Although the restarting system of our invention is suited for use with any engine which is cranked by means of an electric motor, it is intended, at least in the form of the embodiment to be described in detail hereinafter, for use in connection with automobile restarting systems employing so-called neutral switches to prevent the starter from engaging the engine unless the transmission of the automobile is positioned in neutral.

Although there have been available in the past certain electrical systems designed to provide automatic restarting of automobiles equipped with such' neutral switches, the system of our invention provides several improvements thereon, not only in the physical form of the switching mechanisms themselves but in the scope of the operation of the system and the provision included therein against damage from the engagement of starter gears when the engine is already running and the danger of fire from the operation of the starter when the transmission is in neutral but the automobile has been upset or turned upside down during an accident.

All of the presently available automobile engine restarting systems that have come within the scope of our observation have been lacking in one or more of the safety features above mentioned or have been so extremely complicated electrically or mechanically that their uncrring'operation over an extended period of time would be doubtful.

Our present invention has been made with the foregoing consideration in' mind and can be said to have a plurality of important objectives.

One important object of our invention is the provision of an automobile engine restarting system of substantially simplified and refined design requiring little or no adjustmentor service.

Another important object of our invention is the provision of a system of the character described which. is provided with means for holding the starter motor circuit open while the' engine is operating normally.

A further important object ofour present invention is the provision of a control system of the character described having. means adapted to compensate for the differences in theengine vacuum. pressure, used to actuate one of the switching. elements, which diiferences are like: ly to be encountered under conditions of extreme motor acceleration .and abrupt idling while the engine is being warmed up or tested.

An additional important object of the present invention is the provision of a. control system of the character described, provided with means for de-energizing, the starter circuit should/the automobile be upset or turned over during anaccident.

A further additional object of: our invention is the provisionof: a. starter circuitcontrol system of the character described, the switching mechanisms of which are assembled in. a manner adapted. to permit the replacement ice of individual parts and components. Another object is to provide such a system in which it is possible to reset the timing of the restarting time delay means.

In brief, our invention embodied in an automobile engine restarting system including a vacuum operated switch assembly of substantially improved design, which opens the starter circuit when theengine is running. This switch assembly includes a pressure sensitive switch having normally open contacts, which is engageable by a movable diaphragm rcsponsive to pressures in a vacuum line connected to the engine. When the engine is not running, a coil spring presses the diaphragm against the switch and holds its contacts in the closed position, but when the engine is running the diaphragm is drawn away from the switch and the starter circuit is opened. A check valve isprovided in the vacuum line adjacent the diaphragm, which prevents the diaphragm from returning to its position of normal repose immediately upon abrupt deceleration of the en ine, and there is provided bypass around this check valve, so restricted that restarting the engine is delayed a short period of time even when the engine is completely stalled. An additional safety factor in the form of a gravity actuated mercury switch which breaks the starter circuitwhen the vehicle is displaced from its normally horizontal plane, prevents the automatic operation of the starter when the automobile is upset or upside down following an accident.

This our control system can be seen to encompass safety features never attempted byformer restarting systems and, furthermore, it is considerably simplified, reduced. in size, and consists of components that are completely enclosed and sealed against dust, are individually replaceable if damaged, and can reasonably be considered to have an operative expectancy considerably longer than that of the vehicle in which it is installed.

Further important objects of our invention will be apparent to persons familiar with the art upon reading the following detailed specification of one preferred embodiment together with references to the accompanying drawings, of which:

FIGURE 1 is a side elevational. view of the vacuum actuated starting switch of our invention with the adjacent side of the casing. removed;

FIGURE 2 is a plan view, partially in section, as seen along the line and in the direction indicated by the arrows 22 in FIGURE 1;

FIGURE 3 is a schematic diagram ofthe control circuit showing the individual elements involved in atypical embodiment of our system;

FIGURE 4 is a front elevational view of the gravity actuated mercury switch included in the control system, and

FIGURE 5 isa sectional view of the switch structure taken along the line and in the direction indicated by the arrows 5-5 in FIGURE 4.

Reference is, again made to FIGURE l in which the numeral 10 designates generally the vacuum operated switch assembly of our invention including the diaphragm unit, check valve, pressure sensitive switch and gravity actuated safety switch.

The entire mechanism of the vacuum switch 10 is enclosed in a dust-proof case 11 and is centered around a rigid circular housing 12 extended from. one side of which is a circular. flange member 16 which is internally threaded to receive the threaded shank 17 of a conventional pressure sensitive switch 18- securedtherein by the lock nut 1%" which is tightened against the face 20 of the flange 16. The lead wires 21 and 22 are joined in a cable 23 which is extended outwardly for incorporation into the circuit as will. be described later herein. Housing 12 comprises two sections having respective peripheral flanges one of which is crimped around the other around the circumference of the housing, to join the sections.

A flexible diaphragm 24 is secured within the housing 12 by the circumferential crimping as seen at 13 in FIG- URES 1 and 2, and has extended therefrom a pressure disc 26 seen in FIGURE 2, which is adapted to bear against the button 27 of the switch 18. The housing 12 is secured by means of a threaded bushing 28 to a spacer sleeve 29 which abuts against the end wall of the casing 11 and is secured to the casing 11 by means of a second threaded bushing 31 which is threaded into the end 30 of the coupling 29 from the outside of the casing 11.

In both the coupling 29 and the bushing 31 is an axial bore 32 which opens from the outside of the casing 11 through the bushing 28 to the interior of the diaphragm housing 12. Disposed interiorly of the bore 32 in the coupling 29 is a coil spring 25 one end of which bears against the shoulder 3*1S of the bushing 31, the other end being retained in an open cup member ZS-C fixedly attached to the diaphragm 24 on the side thereof opposite the pressure disc 26.

As will be observed in FIGURE 2, the chamber 33 within the diaphragm housing 12 on the opposite side from passage 32 is open to atmosphere through a hole 34 in the housing 12, whereas the chamber 35 communicating with passage 32 is exposed to the changes in pressure induced and communicated through the pipe line 36 which connects with the intake manifold of the automobile engine whereby diaphragm 24 is responsive to such changes. The pipe line 36, in turn, is outwardly flared at its end and secured by the coupling nut 37 to the outer end of a nipple 38 the other end of which is threaded into the bushing member 31. Interiorly of its end disposed within the bushing 31, the nipple 38 is provided with an internal shoulder 38-S which is adapted to engage the end of a coil spring 39 holding it against the ball member 40 which is positioned over the aperture into the axial bore 32.

Thus, as can be seen from FIGURES 1 and 2, the combination of individual elements in the vacuum switch 10 including the check valve, the diaphragm and the pressure switch are all compactly positioned within the casing 11 and are individually and collectively dustproof and trouble free, yet any single part of the assembly may be easily removed and replaced and, in case of damage, it is not necessary to replace the complete unit. The gravity actuated mercury switch 43 is also mounted within the casing 11 as seen in FIGURES 1 and 2.

In the schematic diagram of FIGURE 3 most of the elements are represented by readily identifiable symbols. It is a typical automotive grounded circuit using a negative ground.

In the diagram, the ignition switch is indicated by the numeral 41 and is elTective when closed to direct current to the ignition circuit including the ignition coil and the distributor, and to the starting circuit through the lead wire 22 which communicates with the mercury circuit breaker switch 43 which is better seen in the enlarged elevational view of FIGURE 4, and the sectional view therefrom, FIGURES.

Switch 18 is a normally open micro-switch. When suction is not applied to chamber 35 (as when the engine is not running) spring 25 will distend diaphragm 24, causing bearing plate 26 to engage switch button 27 to close the switch. When the engine is running normally, suction in line 36 will open valve 40 (shown open in FIG- URE 2) and will reduce the pressure in chamber 35 so as to draw diaphragm 24 away from button 27, as shown in FIGURE 2, thus opening the starter circuit.

The generally rectangular body of the switch 43 is of solid material in which generally tubular bores 44 and 45 are diagonally disposed in the form of a V, the base of which is filled with a body 46 of mercury sufficient to completely surround the electrodes 47 and 48 which are entered from the bottom 49 of the rectangular body 43. A plurality of through bores 50, 51 and 52 are provided aoanaea in the body which are adapted to receive fastening members by means of which the body 43 is fixedly attached interiorly of the casing 11 with the bottom 49 positioned downwardly as seen in FIGURE 4. The angular disposition of the two bores 44 and 45 is such that if a vehicle, having a switch thus attached, is tilted laterally in either direction sixty degrees or more from the normally upright position, the mercury 46 runs through the downwardly disposed bore into the respective end 53 or 54 in which it is retained well removed from the contact terminals 47 and 48.

The body of the gravity controlled mercury switch 43 is preferably conformed of a transparent material such as clear plastic or glass so that it may be readily inspected and easily sealed for air and moisture tightness.

Referring again to the diagram of FIGURE 3, a conductor connection 55 directs the current from the mercury switch 43 to the switch portion '18 of the vacuum actuated switch 10 which, when inactive, utilizes the loading of spring 25 to move the pressure member 26 to close the switch contacts and direct the current therethrough to the so-called neutral switch 57 which, as has been previously explained, is normally a part of the control equipment supplied on vehicles having automatic transmissions.

With reference to the neutral switch, it might be well at this time to restate and emphasize the point previously set forth in the statement of objects of my invention to the effect that the control system covered by this invention is not intended to replace but to complement the conventional neutral switch. The neutral switch, together with the usual ignition switch and solenoid operated starter motor contactor are elements in the system of my invention, but no claims are made to them except as parts of my complete control system.

Again in FIGURE 3, when closed the neutral switch 57 directs the current through the lead '58 to the coil 59 of the solenoid operated contactor 60* which, in turn, closes the contact points 61 and 62 of the battery cables 63 and 64 leading to the starter motor 65 which, of course, is grounded the same as the battery 66.

As will be understood from the foregoing description, with the system of our invention installed in an automobile, it would be necessary in order for the starter motor 65 to receive current from the battery 66 .that the ignition switch 41 be closed, that the mercury switch 43 be in a normally upright position, that the engine be stopped so that the pressure in the vacuum line 36 be substantially that of the atmosphere enabling the diaphragm 24 of the switch 10, under the load of spring 25, to move the pres sure members 26 and 27 to close the contact points of the switch "18 and, finally that the neutral switch 57 be in the closed position by virtue of the transmission gears of the car being in the disengaged neutral position.

When all of these switches were closed the current would be conducted to the solenoid coil 59 thereby closing magnetically the contacts 61 and 62 to supply current to the motor 65.

If the car were normally situated with the engine stopped and the gears in neutral, the starter motor would receive current the moment the ignition switch 41 Was closed. In case the car was upset or turned on its side, as might occur during an accident, the mercury switch 43 would open the starter circuit and prevent the automatic starting switch 10 from energizing the starter motor, endangering the automobile and its occupants by fire likely to result from the short circuit.

The danger, inherent in certain presently available automatic restarting systems, that the starter may be energized as a result of sudden pressure changes within the vacuum line which occur when the engine is being warmed up or tested by alternate bursts of acceleration and deceleration, is eliminated in the vacuum switch of my invention by its spring loaded ball type check valve 40 which closes instantly when positive pressure is developed in line 36 and then provides a slow bleed of pressure .into the chamher 35 to allow the diaphragm 24 to gradually move under the load of spring 25 to the distended position in which switch 18 is closed, but such closing movement will not occur in response to a quick pressure surge in line 36 which is immediately dissipated, such pressure surge being arrested by the closing of check valve 40 so that low pressure (maintaining the diaphragm withdrawn from button 27) will be maintained in chamber 35 until the surge passes.

The bleed between ball 40 and its seat is provided for by a slot 67 of minute width (e.g. 01") extending in a plane of the axis of the valve seat and intersecting the circular line of seating of ball 40.

The invention described above is restricted only as indicated by the extent of the following claims.

What we claim as our invention and wish to secure by United States Letters Patent is:

1. Restarting switch apparatus for an internal combustion engine driven vehicle having an engine vacuum line, comprising: a diaphragm; a housing enclosing and supporting said diaphragm and having one side thereof hermetically sealed to exclude atmospheric pressure therefrom, and cooperating with said diaphragm to define a suction chamber; a tubular coupling having one end sealed to said hermetically sealed side of the housing and communicating with said suction chamber means at the other end of said coupling providing a connection to said vacuum line and an annular spring abutment shoulder; the opposite side of said housing cooperating with the opposite side of said diaphragm to define an unpressurized chamber and having an aperture establishing communication between said unpressurized chamber and atmosphere, said opposite side of the housing having a threaded collar defining an opening into said unpressurized chamber opposed to the center of said opposite side of the diaphragm; a self opening restarting switch having a threaded tubular neck threaded into said collar and having an actuator stem projecting through said tubular neck and into said unpressurized chamber in position to be depressed by said dia phragm when the latter is deflected toward said opposite side of the housing; a coil spring in said coupling, engaged under compression between said abutment shoulder and said diaphragm for normally deflecting the diaphragm into engagement with said stem to establish a normally closed position of said restarting switch, said coupling, diaphragm, collar and restarting switch being in mutually coaxial, in-line assembly; said diaphragm being responsive to engine vacuum in said vacuum 'line to withdraw said diaphragm from contact with said restarting switch stem, overcoming the load of said coil spring whereby said restarting switch will assume an open position during normal engine operation,

2. Restarting switch apparatus for an internal combustion engine vehicle having an engine vacuum line, comprising: a diaphragm; a housing enclosing and supporting said diaphragm and having one side thereof hermetically sealed to exclude atmospheric pressure therefrom and 00- operating with said diaphragm to define a suction chamber; a tubular coupling having one end sealed to said hermetically sealed side of the housing and communicating with said suction chamber; the opposite side of said housing cooperating with the opposite side of said diaphragm to define an unpressurized chamber and having an aperture establishing communication between said unpressurized chamber and atmosphere; a self opening restarting switch having a tubula neck mounted in said opposite side of the housing and supporting said restarting switch on the housing, said restarting switch having an actuator stem projecting through said tubular neck and into said unpressurized chamber in position to be depressed by said diaphragm when the latter is deflected toward said opposite side of the housing, a coil spring in said coupling, engaged under compression between said diaphragm and the outer end of the coupling for normally deflecting the diaphragm into engagement with said stem to establish a normally closed position of said restarting switch, said coupling, diaphragm and restarting switch being in mutually coaxial, in-line assembly; means adapted to provide a suction connection between the outer end of said coupling and said engine vacuum line whereby vacuum in said line will withdraw said diaphragm from contact with said restarting switch stem, overcoming the load of said coil spring so as to cause said restarting switch to assume an open position during normal engine operation; and a check valve in said outer end of said coupling, arranged to immediately close the connection between said vacuum line and said coupling upon failure of engine vacuum and to be opened by engine vacuum during normal engine operation.

References Cited in the file of this patent UNITED STATES PATENTS 

